>> The latest in additive manufacturing techniques see p66 November 2020 • Vol 30 No 11 • www.racecar-engineering.com • UK £5.95 • US $14.50 Le Mans triple crown Toyota’s TS050 seals outright win again SPECIAL REPORT PEUGEOT RETURNS! Tech update on the 2022 title challenger HYPERCAR FUTURE Lifting the lid on the next generation of regulations FORCE FIELD Revealing the science behind balancing performance 01 REV30N11_Cover_Le Mans_acbsBSMP2BSAC.indd 1 23/09/2020 11:34 THE EVOLUTION IN FLUID HORSEPOWER ™ ™ XRP® ProPLUS RaceHose and ™ XRP® Race Crimp Hose Ends A full PTFE smooth-bore hose, manufactured using a patented process that creates convolutions only on the outside of the tube wall, where they belong for increased flexibility, not on the inside where they can impede flow. This smooth-bore race hose and crimp-on hose end system is sized to compete directly with convoluted hose on both inside diameter and weight while allowing for a tighter bend radius and greater flow per size. 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XK: Aramid Fiber XKS: Gloss Black Silicone over Aramid XT: Tube only for inside fuel cells EXTERNAL CONVOLUTIONS Promotes hoop strength for vacuum resistance and supports tight bend flexibility. www.xrp.com Log on anytime for catalog downloads, new product updates and tech tips Follow us on Like us on Instagram Facebook/XRPinc @XRPracing XRP, Inc. 5630 Imperial Hwy., South Gate, CA 90280 Tel: 562.861.4765 Email: s [email protected] In Europe Protec Fuel Systems Ltd. ® Tel: +44 (0) 121 572 6533 [email protected] THE XTREME IN RACECAR PLUMBING Untitled-3 1 05/05/2020 09:09 CONTENTS – NOVEMBER 2020 – Volume 30 Number 11 COVER STORY TECHNICAL 8 Le Mans report 48 The Consultant Toyota and Aston Martin Tuning leaf springs succeed where Porsche fails 50 Optimum G Suspended mass natural COLUMNS frequency numbers 5 Leena Gade 54 Graphene nanofluids High compression racing The miracle material 7 Mike Blanchet in suspension Rising stars and hidden delights 66 Additive manufacturing The latest developments FEATURES in printing technology 74 Danny Nowlan 16 LMDh regulations Why knowledge comes The start of a framework before questions for the new top tier class 81 Chris Aylett 24 Peugeot Hypercar Full steam ahead? How the French manufacturer is forming its LMH contender 82 Bump stop 30 Balance of Performance The physics behind the decisions of parity 40 Interscope IP-1 Competing in the Silver category for young drivers, Porsche’s unraced IndyCar Steven Palette and Simon Gachet won the GT World Challenge Europe Sprint race at Magny Cours in the Sainteloc Audi the week before Le Mans. Not bad preparation for the Spa 24 Hours in October Subscribe to Racecar Engineering – find the best offers online www.chelseamagazines.com/CRCC2011 Contact us with your comments and views on Facebook.com/RacecarEngineering or Twitter @RacecarEngineer NOVEMBER 2020 www.racecar-engineering.com 3 481.576 MPH 9 Hot Rod Trophies 3,156 HP 1 Fastener The Speed Demon Racing Team relied on nothing but ARP fasteners to earn the Hot Rod Trophy for a record 9th time with a top speed of 481.576 mph, while setting a new piston-engine, wheel- driven land speed record at 470.015 mph. 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Things like that tests on track, and in dyno tests in a workshop, IMSA had put restrictions on the number all need to be checked and re-jigged, and it all then there will inevitably be questions when Eof personnel allowed at the track this takes time. With aero parts you have to be so something unexpected happens in a race. Why year due to the pandemic. Limited to 15 team precise in how you build them so there is no did that occur? Was material tolerancing out? members per car, we had gone into Daytona difference, part-to-part, when you put them Was the fitment incorrect? Was there incorrect not knowing anything different as that was all onto the car. And no difference car to car. strain on different fixations? we had anyway. We hadn’t had to reduce our If you have different people setting up numbers because we already run a lean team, so bodywork there is always something that can go Prototype parts were able to make the best of it and performed wrong. Is a bolt head flush with the bodywork? In Prototype racing, you are working with a pretty well. But if you are used to having 30 Is the angle of the carbon part that attaches to small number of parts that have been made people per car it’s more of a challenge. You have the floor at exactly the same angle between specifically for one function. These are not mass to think about which jobs to cut out, or work out both cars? There are lots of differences, so we produced parts. As such, there will always be who can do two jobs, and what they should be. have jigs, tolerances that have been set and small differences that can cause small issues We are now allowed a team of 35 people, drawings to say how everything needs to be put which, in the case of the no.7 Toyota at Le Mans, but that’s the full team. We are a few races in together, but still someone needs to do it. cost the car the win. Again. and this is when it gets hard. The As a side note to that, a same people have been working performance engineer at Audi on the cars between events I was talking to said the fastest as we have had to run a lean car never wins at Le Mans. Bear ship back at base because of all in mind there is fastest lap, and the travel restrictions. Because fastest average. At each Le Mans, racecars require a lot of attention it is almost written into the to detail, that small team has to rules that if you have the fastest work incredibly hard. Now, when averages, the chances of your car we get back to the shop after an finishing on the top step of the event, the same team that has just podium are so tiny it is ridiculous. worked the race has to strip back The condensed schedule puts the car to analyse everything from even greater pressure on teams a lifing perspective. Michael L. Levitt than were already there. The You also have to fine tune Racecars are like young children, unpredictable and require a lot of looking after schedules IMSA has created over everything because the cars the last few events have tried to take a battering at the racetrack. Bodywork is We spend a huge amount of time refining all minimise the time crews are at the track and, damaged from stone chips, contact or kerbs and of those little details to make sure the cars are where possible, fit everything in, from unload it all needs to be fixed before the next race. even from race to race. But then the no.77 car in to race, in just two days. That’s a tough call for Atlanta decided to put oil all over itself, the pit the teams running Prototypes as you need Three in a row lane, the track and the paddock. It was a massive time to prep the cars between sessions. There During the run of three races in June, we just oil leak. We had to do a lot of investigative work is never enough time when you have a full, had to get it done.